Explosive-engine.



J. D. HAY.

EXPLOSIVE ENGINE.

nruornon FILED nov. 2, 190B.

942, 1 40. Patented Dec. 7, 1909.

2 SHEETS-SHEET 1.

J. D. HAY.

EXPLOSIVE ENGINE.

APPLICATION FILED nov. 2, 1906.

Patented Dec. 7, 1909.

2 SHEETS-SHEET 2.

UNITED STATES PA ENT OFFICE.

JOHN D. HAY, OF CHICAGO, ILLINOIS, .ASSIGN'OR 0F ONE-HALF T0 WILLIAM R. DONALDSON, OF CHICAGO, ILLINOIS.

EXPLOSIVE-ENGINE.

Specification of Letters Patent.

Patented Dec. 7, 1909.

Application filed November 2, 1906. Serial No. 341,720.

To all whom it may concern:

Be it known that I, Join: D. HAY, a citizen of the United States, and a resident of the city of Chicago, in the county of Cook and State of Illinois, have invented certam new and useful Improvements in Explosive- Engines; and I do hereby declare that the following is a full, clear, and exact descr1p tion of the same, reference being had to the accompanying drawings, and to the letters of reference marked thereon, which form a part of this specification.

This inventlon relates to improvements in explosive engines, and more particularly to an internally cooled explosive engine of that class set forth in my prior patent for explosive engines, No. 880,024, issued Februmy 25th, 1908.

Heretofore it has been usual with manufacturers of explosive engines to attempt to maintain the desired temperature in the cylinder and piston, by external cooling means. In some instances water jackets are used in which either water or other cooling medium is circulated or the cylinders are provided with external pins, fins or flanges. which are exposed to the atmosphere and are usually subjected to a strong draft of air from a fan or blower endeavoriugto convey the heat away by radiation and convection sufliciently to maintain the temperature low enough to enable the device to operate. In all such engines, however, a very serious difliculty presents itself, namely, unless the cylinder is kept cool enough the compression of the mixture priorto explosion must be sufficiently low to prevent the charge exploding before the compressionis complete. It is for this reason that air cooled engines compress to about one-half the pressure of a water-jacketed engine. Furthermore the high temperatures necessitate the use of much more oil, often carbonizing the same in the cylinder and making the engine unreliable, and in all cases causing smoke. Water jacketing also presents objections, particularly for automobile and transportation purposes owing to the necessity of carrying water and the difficulty of sufiiciently circulating the same to maintain etliciency, and of course leaking joints sometimes permit the water to escape, when the heat quickly ruins the engine. Obviously, too, inasmuch as the piston must perform the severe labor of compression, it is heated by the pressure when compressing the mixture, as well as by the intense heat of the combustion. F urthermore, the friction due to its rapid travel in the cylinder has a decided heating effect.

.For these reasons, the cooling of the piston should receive very careful attention, and it is evident that the piston in engines cooled as heretofore described, must necessarily be always the hottest part of the engine.

With this in view the object of my invention is to provide an engine in which the cylinder and piston are internally cooled, and in which, i desired also the cylinder may be externally cooled in any preferred or suitable manner.

It is a further important object of my invention to provide an engine in which the piston is cooled by the flow of a cooling fluid therethrough.

It is an important object also, of this invention to cool the piston of the engine and thereby the cylinder by conducting the explosive mixture or vapor through the piston to the compression chamber thence discharging the same to the cylinder for compression and explosion.

It is a further object of the invention to embody in a two cycle engine of the class described (which may or may not be provided With external cooling means), a piston through which the explosive mixture flows to the compression chambers and through which also the explosive mixture flows from the compression chamber, into the cylinder, thus conducting the cooling and highly expansive vapor twice through the piston at each revolution of the shaft, thereby cooling because of such flow of gas or vapor therethrough, to or below normal outside temperatures and also cooling because of the expansion of the gases drawn into the partial vacuum in the crank chamber and cylinder.

It is a further object of the invention to afford within the piston of an engine of the class described a chamber having radiating projections therein increasing the area of hot metal exposed to the indrawn cold vapor.

Finally it is an object of my invention to cool an engine of the class described internally by conducting a cooling fluid twice during each rotation of the crank through a chamber in the head of the piston, the walls of which adjacent the combustion chamber are very'thin and into which project radiating projections thus bringing the cooling gas in contact with a very large radiating area.

The invention consists in the matters hereinafter described and more fully pointed out,

is a section taken on, line 7.7 of'Fi 1.

As shown in the drawings: A, lndicates the crank case, of the engine which, as shown, is closed and adapted for use as a compression chamber. The cylinder B connected on the crank caseas shown is provided with radiating ribs or fins for air I chamber and connecting cooling and a spark plug C adapted for use in jump spark ignition is secured in the top thereof. Within said crank case is the crank shaft D, and crank pin d as usual. A piston rod cl, connects said crank pin 03 with the piston E, in the usual manner. Said piston E, as'shown, is provided at its inner end at the side adjacent the inlet port a with a raisedrib e, as is usual with two'cycle engines, affording a somewhat abrupt shoulder adjacent said inlet port of the cylinder to deflect the inflowing vapor upwardly, and inclines gradually toward the opposite side of the cylinder in which is the exhaust port a, which is opened by the piston, a brief interval before the inlet port is opened thus permitting the exhaust gases to escape before the inlet is fullyopened. Said piston, as shown, is cored in its upper end or head to afiord a chamber E beneath as nearly as practicable the entire surface of said piston head. Projecting downwardly in said the upper thin wall and bottom wall thereof as shown, are braces, fins or pins e and also shorter braces, fins or pins 6*, which are integral with the upper relatively thin wall, of the chamber or that exposed to the heat ofcombustion. Extending downwardly from said chamber on the inlet side of the cylinder is a broad passage 6', cored in the piston,

' which extends to near the lower end thereof and opens thence through the side of the piston to register with a port 0 opening into the crank case when at the end of the power stroke and registering with a port a in 'which the pipe f from the carbureter F,

communicates, as shown in Fig. 2, when at i' 'tion position. A cored passage 6 in t e opposite side of the piston communicates with the chamber in the head and opens also through the side of the piston near its lower end and communicates with a pas sage a in the cylinder which leads from the inlet port a, downwardly and opens through the side of the cylinder below the lower end of the piston when in the ignition position, and which registers with the port at the lower end of the passa e a", when the piston is at or near the en of its power stroke.

From the construction described it is evident that the mixture flows into the piston through the port a thence through the chamber in the piston head, and into the crank case through the passages e and a. filling the crank case for compression. The compressed mixture flows from the crank case upwardly through the passage 6' at the end of the power stroke, through the chamber and the passage e, and into the passage (1 then through the inlet port a, into the cylinder.

The operation is as follows: At the end i of the power movement of the piston the exhaust port a, opens permitting the escape of gases of combustion. Shortly thereafter and approximately the moment the port in the lower end of the passage 0, in. the piston opens into the crank case, as

shown in Fig. l, the compressed mixture in the crank case flows upwardly, through said passage and-the chamber E, in the head of the piston, cooling the piston and thence downwardly through the passage e into the passage a in the cylinder and thence upwardly through the said passage and. the inlet ports a, into the cylinder, scouring the cylinder and filling the same with the explosive mixture preliminary to the compression, which of course immediately follows as the piston rises, and closes the inlet and the exhaust ports. As the piston approaches ignition position, as shown in Fig. 2, the inlet port a", to the crank case has been opened by said upward movement and the pressure within the crank case having been reduced below atmospheric pressure, by the delivery of the charge to the cylinder and the increased capacity due to the rising of the piston, the vapor from the carbureter flows upwardly through the pipe f, again filling the crank case to atmospheric ressure through the passage e, the chain er E, and the passages e and a". The descending piston again compresses the mixture in the crank case during its power stroke until the port e, again opens into the crank case,as shown in Figs. 1 and 7, when the operation is repeated. Thus at the end of. each power stroke of the engine, a cooling gas fiows through the chamber E in the lston and at the ignition positionacharge ows therethrough to the crank case thus twice sending a cooling current through the same with each rotation of the crank shaft. Obviously, when flowing to the cylinder the gas is under considerable pressure, and by its expansion acts with even more efficiency as a coolin agent. When first drawn into the piston Irom the carbureter the drops or sprays of gasolene or other hydrocarbon vapor therein, comin in contact with the somewhat heated hea of the iston, in said chamber E, and the pins an webs therein, by sudden expansion and vaporization act with great cooling effect and much more efliciently than could be possible with a current of atmospheric air. Considerable advantage is also derived of course from the perfect mixture of the gases and complete vaporization due to the double flow through the sa i d passages and chamber, requiring less mixture than the usual charge therefor.

Of course, an en ine such as described may be provided with any number of cylinders, though for convenience a single cylinder is illustrated, and of course, the cylinder if desired can be provided with any external cooling means, though inasmuch as the cylinder is well cooled internally very little attention need be paid to any external cooling means.

Many changes may be made without departing from the principles of this invention and I therefore do not desire to limit this application for atent as to detail or otherwise than necessltated by the prior-art.

I claim as my invention:

1. In an explosive engine a crank case, a cylinder secured thereto, a piston in the cylinder containing a chamber in its head and exposing a relatively thin wall to the combustion of the charge, said piston provided with passages on opposite sides thereof, the lower ends of which open outwardly through the wall of the piston, a plurality of ports on opposite sides of the cylinder, one adapted to admit the explosive mixture into one of the passages in the piston at the outer limit of movement of the piston, a passage connecting the ports on the opposite side of the cylinder from said admission port, adapted to admit the explosive mixture from the piston to the crankcase and means for admitting the explosive mixture in the crank case into one of the passages in the piston for admission into the combustion chamber in the cylinder.

2. In an explosive engine a piston containing' a transverse chamber in its head lying close to the combustion surface of the piston and having passages opening thereln at one end on opposite sides of the piston, said passages opening downwardly and outwardly through the sides of the piston only at the lower ends thereof, and PIIIS extending across the chamber and connecting opposite walls.

3. In an explosive englne, a crank case,

a cylinder secured thereto, a piston containmg a-chamber, passages terminating at one end in the chamber and extending downwardly and ported through the sides of the piston, inlet ports, one for the crank case and one for the cylinder, adapted to communicate at different times with one of the passages and connected by a passage through which and the piston the explosive fluid flows at the end of each stroke of the piston, and ports, one opening through the cyllnder and one opening from the crank case adapted to communicate at different times with the other passage in the piston.

4. A piston for the urposes specified having a chamber in its head affording an upper thin wall exposed to the combustion o the charge and a lower thin wall, passages leadin from the chamber and ported outwardly t rough the sides. of the piston near its lower end, and mixing and radiating fins or pins integral with the walls of the chamber in the head of the piston.

5. In an explosive engine a crank case, a cylinder secured thereto, oppositely disposed inlet ports in the cylinder, a piston in said cylinder having a continuous passage leadin from the lower end of the piston on one si e thereof upwardly beneath the head and extending downwardly on the opposite side of the plston, said passage only at the lower ends opening through the sides of the piston and adapted to register with the oppositely disposed inlet ports to admit the explosive fluid therethrough, and a passage leading downwardly from one of said inlet ports adapted to open into the lower end of the cyllnder when the piston is at its upper limit of movement admitting the explosive mixture into the crank case for initial compression.

6. In a device of the class described the combination with a cylinder and crank case of oppositely disposed ports opening through the side of the cylinder, a piston having a chamber in the head and passages extending downwardly therefrom adapted to register simultaneously with the ports and admit the explosive mixture therethrough from one port to the other, a passage leading from the last named port adapted to communicate with the crank case when the ports are communicatingto admit the explosive fluid thereinto, sald piston adapted at its opposite limit of movement to close one of the inlet ports, and one of the passages in the piston adapted in this position to communicate with the crank case to reverse the flow of explosive fluid into the combustion chamber in the cylinder.

7 In an engine a piston having a chamber in its head and exposing a thin wall to the combustion of the charge, pins extending across the chamber connecting the opposite walls to increase the surface exposed within said chamber, passages extending, downwardly from the chamber on opposite sides thereof opening only attheir lower endsoutwardly through the sides of the'piston, a

' of the piston only at the extreme lower ends of the passages, and and radiating projections or pins in said chamber.

9. A piston having a mixing chamber therein and opposite passages communicating therewith and extending downwardly through the wall of thepiston having exter nal communication only at the lower extremities of the assages, and radiating means in the cham er adapted also to 'mix fluid.

10. In a device of the described the combination with a crank case and cylinder of a piston in the cylinder havin a chamber in its head, passages extending ownwardly therefrom to near the lower end of the piston and ported through the sides of the piston only at their lower extremities, ports on diametrically opposite sides of the cylinder,

one port communicating with-a source of i tioned to open at the limit of the power explosive mixture, and the other port opening into the explosion chamber when the piston is at its lowest limit of movement and both of said ports adapted to communicateat times with the passages, a passage extending through a wall of the cylinder and affording communication between one of the 11. In a two cycle engine the combinationwith a carbureterof a cylinder having oppositely disposed inlet and exhaust ports. posistroke, a. passage leading downwardly from the inlet port to near the crank case and opening inwardly through the cylinder, an

7 inlet port opening'throughthe walls of the cylinder below the exhaust port, a pistonreciprocating in said cylinder and having a chambered head exposing a thin wall to the combustion chamber and having downwardly cored passages, one on each side thereof ported throu h the side of said piston near its lower ensand adapted to regisby at the end of the power stroke the oompressed charge is delivered through said piston to the cylinder, and orie of the passages in the piston adapted to register with the inlet port from the carbureter at the end of the compression stroke whereby the explosive charge is delivered through said piston into the crank case for compression, and strengthening means augmenting the area in said chamber in the piston to increase radia tion.

12. The combination of a crank case, a cylinder and piston, said piston having a chamber in its head afiordin thin upper and lower walls, ribs or pins lntegral with each wall, assages extendin from said chamber and ported near the ower end of the piston, one of said passages adapted to communicate with the crank case at the limit of downward movement of the piston, a rt in the side of the cylinder adapted to adiiiit explosive mixture to one of the p in the piston, a passage in the cylinder wall adapted to communicate with the other of said passages in the piston and with the crank case at one limit of movement of the piston, andto communicate with the same passage and the combustion chamber at the 'opposlte limit of movement of said piston,

into the combustion chamber at one limit 0 movement of the piston, a chamber in the head of the piston, passages leading from said chamber on diametrica and opening through the piston, one of said passages communicating with opposite ends of said assage in the cylinder at different limits oi movement of the piston, a port in the cylinder adapted to register with the other passage at one limit of movement of the piston and to admit the explosive mixture thereinto and means afiording communication between the last named mage and crank case'at the opposite limit 6 movement of said piston; V V

14. In an engine the combination with a casn adapted for initial compression, of a cylinder engaged thereto, a reciprocating piston in. said cylinder, a chamber in the head of said piston, passages leading from the chamber and opening through the sides of the piston, a passage cored in 'one side of the cylinder adapted at each end tofl conimunicate with one of the passages in the piston as the latter assumes difierent posif ly opposite sides tions, said passage in the cylinder adapted also to communicate with the combustion chamber when the piston reaches one limit of its movement, a port opening into said cylinder adapted to communicate with the other of said passages at one limit of movement of the piston and a port opening from the crank case into the last named passage at the lower limit of movement of the piston.

15. In an engine the combination with a crank casing adapted for initial compression of a cylinder engaged thereto, a passage on one side of the cylinder adapted to open at each end into the same, and also to communicate with the combustion chamber when the piston is at one limit of its movement, a piston in said cylinder having a chamber in the head thereof, passages leading downwardly from said chamber on diametrically opposite sides of the piston and ported through the lower sides of the same, one of said passages adapted to communicate with the passa e in the cylinder, an inlet ort openlng t rough the cylinder adapte to communicate with the other of said passa es in the piston to permit the combustible mixture to flow through the piston and passage in the cylinder to the crank case at one limit of movement, and the last named of said passages in the piston communicating with the crank case at the opposite limit of movement of the piston, and the other passage in the piston communicating with the opposite end of the cylinder passage, permitting the combustible mixture to reverse its flow into the cylinder prior to compression therein.

In testimony whereof I have hereunto subscribed my name in the presence of two subscribing witnesses.

' JOHN D. HAY. Witnesses:

Geo. W. MARBLE, C. W. HILLS. 

